THE DRIVER: The TSX continues its iconoclastic reliance on four-cylinder motivation in this, its second generation. Minor tweaks to the 2.4-liter result in more usable midrange torque (now 170lbs-ft) and four fewer ponies, for a total of 201. The lofty 7100rpm redline suggest that the right mate for this motor is the lovely six-speed manual, whose shortened ratios mitigate the larger body’s extra 130 pounds. Sadly, most Americans will go for the five-speed auto, which does accelerative alacrity no favors. And why cant Acura ad the kind of software to the paddleshift’s programming to allow for rev-matched downshifts?

As the TSX is based on the Euro-market Accord, the chassis is as stellar as ever, with a level of directness and neutrality rarely seen in midsize front drivers. But thanks to electric assist for the steering, feel has gone the way of the first gen’s svelte styling. Thankfully the ride is more refined, and some of that extra avoirdupois has been put to use for more insulation, resulting in an extremely quite progress.

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The interior—like most new Honda and Acura products—is a bit dour, and has a very complicated center stack. Yet it doesn’t suffer from the firm’s recent predilection for downgrading plastics, offering exceptional assembly quality and rich materials.

THE BROKER: Acuras offer very good resale value (though not to parent co Honda’s level) and terrific reliability, which bodes well for the TSX’s cost of ownership. Perhaps more importantly, that this is one of the few ‘premium’ sedans that will return a real-world 25-30mpg means its desirability is assured as long as fuel costs remain high.

THE (ROCKIE MOUNTAIN) MAN: The TSX doesn’t make for a great Colorado sports sedan in automatic tranny form—unless frugality dramatically outweighs fun for the driver—but the upcoming 2.2-liter turbodiesel may change that.

PRICE AS TESTED: $32,820

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